Railway-car wheel



RA WAY led Marc CAR WHEEL 'i e v adehanges to al greater angle as Vat'S.- i 'f Patented Dee'. 2, l, t .i Y i y l. i Y

ill

Y lerriolzerair. nMfnitsoN NnJoHNLT. TATU-M, or BAnrIMonnivr-ARYrAivn A Ff-gurel "s an accuratefend` elefvationioii a edgeofthe Wheel, which results in such outer fait time# *f'o'g iioi imparare as aar `-stand,ardrailvvaylrail'on'vvhichour new Wheel edge5 commonly iknovvnrfas the rimofthe v Y Y is mounted, and shown in seetionyithe flange: Wheelfbeing lorokeiroif.` Ourfehange in the fand tread ofthefwheel only being shown.v taper oi"V the Wheel avoids this. f 50 @FigureQ lis a-deta'l seotional View ofour y We'do not consider it practieal to provide` `1improved,iiange and tread. v ha Wheel, or a tire'of laWheel thatvwill lit the `Figure s rsaslmiiamiew o' theage. .Ar @Dageraad of the minor ,the 'si-de of mail.

'Hanger and tread:v Should such afwheel be made "use of it would `1t)` F igureAL isanaoourate endrelevation-of a `result in Wear-ingagroove in the tread fof 5'5 l standard railroad rai-l Withastandard Wheelv approximatelyz, or greater than, YA. Wheelztlange an'd'ftrea'd(Inountedthereon the .Width of theraihwhich is objectionable. f a The vohjectpofuourinventionfis to havefthe Should theliangeloe inade to lit ther/side of vital or important parts ofthe llangezland. the head ofthe rail its entire depth itvvould "15l `Wheelit andofthe saine Vcontour as the rail "Soon If'ejsultiirvfhatisknown as; a `Vertical 60 Y to the eztent that: praetie'ejwould result. in flange,A and the Wheel'Would have to "be rev y .one engaging' the other.. 1 .imove'd from service on-account of its being. The 'referenee'nuineral'designates a rail unsafe; as the pressure ofthe flange against t fof standardntype commonlyused on railroadsg: i the side lof the'jrail' Would-be soygr'eat that l:it

l `l2Q. The vvWheelv-is `prolvidedtvvith.a liange Gand Ywould loe possibleilir'orthefwheel 'to' ride up 65 a. tread Zfernloodying our'inven'tion. n Y fj OfVfer theplfatiliy i fr I Y l t 4 i f It will be noted in compari-ngfFiguresy 2 and t VTo elinfilnatel this objection We-provide' a` ,Stli'at Wein ouriniproyed construetion'shovvnV Wheel ortread of suoli design (as illustrated) Y in FigureV 2 havelehangedtoa greater angle"V that it will have `the same lines as the rail at t f ,25the rail engaging `surfacesI of thefyvheel or,v the throatofthe flangeandon the tread of 70 tire, as oolnparted Witlitle-A.R.A, standard, theA wheel vup te vapproximately the -centerA of @sothatwour'improvedtreadhas thesaine'ioonthef-railhead. -Our- 'designY of flange throat f tour astherail'frolngthe base: to thetop ofi 9and the wheel'treadr? insures longer life of j f the throatof theflangerandhasthe taper of"f`the Y Wheel flange,V longer life' of thel lWheel r 30'` the head of therailffroin the topoffthe throatV Itread, Greater'life of the head of thefrail, at: 75v I b r Y i ofthe langeto tapproxilnatelylthe Center of the bearing of the throat lof. the Wheel flange, fthe rail head.A v Thistapeijyini the wheelgexg' 'and longer life of the rail iat'the heaiiinglof s 'tends toapproxiinately the same Widthasjthe the tread; from theV center line of the rail head y Vhead of ,A the rail, after .which ythe "'taper` to thel throat of theJ flange.A A' still further t advantage resulting from the :taper 'onfthe 8o 'l The ideaof changing toVV a'greaterangle" Wheel tread shown in Figures l and 2,that l at the outer runof thewheel, or-tirelof a "of having the `Wheel .asit rotates, keep the f Wheel, Vis for thefpurpose of preventing throat ofthe Harige away from the head of heavy loads fronrcoining upon the outer edge, the rail, Whichhas vthe tendency to increase 40 of the Wheel,"o r outerfedge of the 'tire vvhen the life of the throat of theflange and insure S5 `the `Wheel isrolling through frogsfof the ailongerlife of the flange Withgreater'safeftraek and the-points of the frogs are Worn'to ty.` Thetreadof the Wheel, may, if desired, f -a lnore or less extent; When frog points'are" be made of/only one taper, butWe prefer the Worn and the tread of the Wheel is'straight', shape shown.

, 4 5 Qrfof a straight taperfa'heavyblowfby eon- The Wear'onthe -llange throat; and ,90

tread can be readily understood in connection with Figures 2 and 3 of the drawing to which we will now specifically refer.

The chart illustrations in Figures 2 and 3 were made by a standard gage used for meas-k uring wheel flanges and treads, and the tests illustrated were made with two pairs of wheels in the rear truck of an engine tender, the difference in the tread and flange wear, according to Figures 2 and 8, were taken after a mileage of about 60,000 miles in actual service. One pair of wheels made up of wheels accordi-ng to FigureQembodying our invention, and the other pair was ,made .of the wheels accordingto Figure 3 Whichis the standard A. R. A. wheel.

After a test mileage run in actual serfxfice of our improved wheel the tread 7, flange throat and flange wore to the-contour indicated by the broken line 10while the dotted line 1l,

" 1indicates-the A. A. and I. (LC. condemning limit of .a wheel.

from Figure 2 that alterbeing in service jfor approximately 60,000 miles the tread,vflange throat, and ,flange wear does not make an appreciable advance toward the condemning .wear Lhne 1l. Particular attention ,is'called to the fact that inthe flange lthroat 9 `the wear is almost negligible, so that thefnormal strength of the flange at the throat is for all practicalpurposes always preserved which Ais an extremely important item from the standpoint of safety.

le will now refer to the chartillustration to the original contour of tread, flange, and flange throat had worn away'to the rcontour designated by thebroken line 10a. Particular `attention iscalled to the dangerouslyv closeapproach ofthe line 10a to the Vcondem-` nation, line lla, especially in the flange and flange throat, and it 1s to be noted here for comparison the comparatively negligible wear 1n our flange and ange throat shown 1n Figure 2.

From the above it lwill be seen that the relation of the tread ofthe wheel, and the throat of the `flange to the rail on which it `'rolls is the primary object of our invention,

.regardless of the design of the wheel.

As will `be seen, the greatest diameter of the tread of our wheel is at the beginning of Athe curve onthe throat of the flange. The

diameter is reduced `at the center and further reduced toward the Louter edge of the wheel.-

It will also be noted that at the :throatof theV flange, theflange immediately at-the base of lt will thus be seen The dotted line lla designates I. C. C. condemning limit.` After this A. R. wheel had run approxi@ `mately 60,000 miles in the testabove referred .through the throat of the flange than has .heretofore .been used at that point.

It, of course, isunderstoo'd that according to our `invention we may re-form by machining the treads on existing wheels and tires `to'eonforrn with our invention as disclosed in this case.

l/Vhat we cla1m 1s: `1. As a new article of lmanufacture, a

-flanged car wheel having atread of the same contour at Athe throat of the flange as the inner rounded corner of the rail head and tapered from said throat at an angle correspending to the taperot the 'head of such rail to a point coinciding approximately with the center of the rail head.

'2. `As a new ,article of manufacture, a

flangedcar `wheel having atread of the same contour at the throat of the flange as the inner rounded corner ofthe rail head and tapered l'from said throat at an angle Icorresponding lo the taper of the head of suchrail to a point eoinciding approximately with the center of the rail head and thence tapered at a greater angle toward the outer edge of the wheel.

3. As anew article of manufacture, a car 'wheel havinga flange throat adapted to closely fit the round corner edgeof a rail, the flange immediately at a .point opposite the end of Asaid round corner of the grail being curved outwardly from the throat.

4. As a. new article of manufacture, a cai' wheel having a :flange throat ofthe same contour as. and coextensive with andI engaging the rounded edge` corner of the head of a rail, the inner face of the .flange being curved out ardly'be'low said edge. d i A 5. As a new article of manufacture, a

flanged car wheel'having atread of the same Vcontour att-he throat of the `flange as the rounded inner edge of a standard rail and tapering from said throat fto-the outside edge Vthe rail and the 4longitudinal center of the .-wlieelftread.

.7.I A-wheel, or atire lfor awheel, having a flange, the throat Qf which is of a contour to bear on the inner side and'tread of the head 0f Y the rail from 'the base to the top of the inner y rounded edge of'said head.

8. A Wheel, or a ltire fora Wheel, having a l flanged tread of a contour to bear against the Y. nnerside and tread surface of the head of the rail between the base of the curve ofthe rounded inner edge lof the head to the longi- 10 tudinal center of the tread Surface oflsaid e head. g Y In testimony Vwhereof? We aHX vounsignawesh GEORGE HEMERSON. 15 -jy l, -jJoiiN JtTATUM: v 

